Variable-speed rail car mover



July 29, 11947. H. c. PIERCE VARIABLE 4SPEED RAIL CAR MOVER :s sheets-sheet i Filed sept. 2v, 1944v INVENTOR. o CEE-g5,

gli@ BY ATTORNEY.

July-29, 1947. l C MERC 2,424,631

VARIABLE SPEED RAIL CAR MOVER Filed Sept. 27, 1944 3 Sheets-Sheet 2 |NvENToR. .eo (fp/seca; Bvw 2: ATTORNEY July 29, 1947. H. c. PIERCE VARIABLE SPEED RAIL CAR MOVER Filed Sept. 27, 1944 3 Sheets-Sh'eet 3 lNvENToR. CTP/seca;

. ATTRNEY.

Patented .uly 29,194?

UNITED f STATES yPATENT OFFIC VARIABLE-SPEED RAIL CAR MOVER Harold C. Pierce, Pomona, Calif.

Application September 27, 1944, Serial No. 556,057

This invention has to do with improvements in rail car moving machines of the general type adapted to be placed upon the track rails and, by virtue of their association with the car Wheels and employment of a mechanically powered wheel driving means, to move one or a series of cars along the track. Particularly the invention aims to provide improvements in hydraulic rail car movers of the character disclosed in Patent Number 2,204,000, issued June l1, 1940, to me on Rail car mover.

My primary object is to incorporate in rail car movers of this type, a whee1 driving mechanism having variable speed characteristics in that it is capable of developing great wheel rotating power at relatively low effective speed in order to start the car or cars in motion, and thereafter of operating at relatively high effective speed to correspondingly increase the speed of the car set in motion. Preferably I use a wheel driving mechanism comprising an oscillatory lever engageable with the wheel and itself driven by a hydraulically operated power unit, comprising for example a continuously driven pump delivering high pressure uid under control of a valve mechanism, to a piston which operates the wheel-driving lever.

VMore particularly, the invention aims to controllably vary the effective wheel rotating speed of the driving lever, by varying the distance of its travel in engagement with the Wheel, while maintaining substantially constant the frequency of the lever oscillations. Such control preferably is accomplished by mounting the lever for oscillation on or about a fulcrum which itself is shiftable longitudinally of the lever to vary the arcuate travel of its wheel-engaging end.

The invention further aims to provide, particularly in conjunction with a hydraulically powered drive for the lever, hydraulically actuated means for shifting the lever fulcrum. As will ap- 13 Claims. (Cl. 254-38) 2 power unit with the piston and valvesappearing in changed positions;

Fig. 3 is a fragmentary section taken on line 3-3 of Fig. 1;

Fig. 4 is a plan [view of the forward portion of the carriage and driving lever;

Fig. 5 is a longitudinal section on line 5 5 of Fig. 4;

Fig. 6 is a fragmentary cross-section on line 6--6 of Fig. 5; and

Fig. 7 is a cross-section on line 'I-l of Fig. 5.

Referring first to the general view of Fig. 1,

the car mover assembly comprises a carriage, generally indicated at I0, adapted to be set upon the rail II and to be attached to the usual car wheel I2 by suitable mechanism I3 so as to slide along the rail and follow the car wheel as the latter is advanced. Mounted on'the carriage is a wheel driving mechanism I4 operated by a power unit comprising a hydraulically actuated piston and valve assembly I5 receiving uid from the pump I6 driven by a suitable electric motor or internal combustion engine'l'l. The invention is primarily concerned with the Iwheel driving mechanism III and certain associated parts, although for completeness of description, other details of the entire mover assembly will be explained.

' The rail surface is engaged by a layer of antifriction material I8 secured to the bottom surface pear, such means may receive operating iiuid under pressure developed by the aforementioned pump, under control of a valve which may also control the release of uid from the fulcrum shifting mechanism to a reservoir.

Various additional objects and features are embodied in the invention, but all these, as well as the details of a typical and preferred for-m, will be understood from the following description of the accompanying drawings, in which:

Fig. 1 is a general view showing the rail oar mover applied to a car wheel, certain of the parts appearing in cross-sections; I

Fig. 2 is a'4 fragmentary enlargement ofthe of the carriage base I9 between depending guide flanges 20. The forward end portion of the carriage is channel-shaped, having a pair of upstanding sides 2I extending rearwardly to supports 22 for the piston and valve assembly I5. Referring to Figs. 4 and 5, the forward end of the carriage contains a chock 23 slidable longitudinally on guide flanges 24, rearward movement of the chock relative to the carriage being resisted'by coil spring 25 placed about pin 25 extending through the chock and secured at 2l to the forward web 28 of the carriage. The bottom of the chock engages the rail surface, and as the car mover is applied to the wheel I2, the chock may be displaced against the resistance of spring 25 a distance such that as the wheel subsequently is advanced, the chock will follow and at all times engage the wheel surface to prevent reverse rotation.

The .driving mechanism I4 -comprises a lever 29 positioned between and connected to the carriage sides 2I to permit vertically oscillatory movement of the lever.l The lever mounting comprises a pair of links 30 pivoted on the .carriage-supported trunnions 3l and pvotally connected to the lever by pin 32 passing through the links and lever. At its forward end, the lever carries a shoe assembly consisting of a block 33 to which is attached a wheel-engaging face of `anti-friction material 34. The block is mounted for universal swiveling movement on the lever by means of a ball bearing 35 received within correspondingly shaped recesses in the block and lever. The block is secured to the lever by cotter pins 36 extending through the openings in ears 31 and 38 with suficient looseness to permit universal swiveling of the block and thereby enable the wheelengaging shoe to conform with the wheel sur-f face at all positions of the lever. Y v

The lever 29 oscillates on a fulcrum 'comprising a block 39 slidable on the channel base and carrying a pair of guide ilanges d8 received within ways 4i in the sides of the carriage. Fig. v5 shows the fulcrum in its forward position, at which ity is arrested by engagement with the stop pin 42. The top of the fulcrum is vengageable witha straight undersurface 29 Aon "the lever, 'along which the fulcrum is shiftable to vary the oscillatory range or thrust of the wheel-engaging end of the lever, by an actuating mechanism,'g'ener ally indicated at d3. Thelatter preferably "comprises a piston 44 connecte-d tothe fulcru'm' 39 and having an end portion, carrying the packing or .cup leather 45, received within a cylinderG secured to the carriage base by screws'l.' Forward movement of the fulcrum is ries'i'stedby a pair ofcoil springs 48 attached 4to the Jihilcrum anda stationary location, such as the sides ofthe cylinder 46. Fluid communicated to the cylinder through line 49 `advances the piston 'andfulc'rim to the limited position of Fig; 5, at which the wheel-engaging lever has Vits minimum throw. Upon release of the fluid from cylinder 4'6, springs 48 act to retract the fulcru'm and piston to' profgressively increase the 'effective throw of 'the lever. It is to be understood that 4in they boader aspects of the invention,"the driving'meinbefror lever 29 may be operated by'any "suitable "mchamsm, although rpreferably I employ a hy ic ypower, unit of a kind typ'iled 'by the mechanism illustrated. The lever29 is 'operatedby 'a piston '50 .contained within .cylinder 51 and havinga depending rod 52 bifurcated at vits lower en'l toreceivethe end of the leverand V'one ora"` links 53 pivotallyconnected at "5gl`to the'llever'nd at .55 to the piston rod. 'The piston50`is`aotrated Aby high-pressure fluid, preferably oil of suitable viscosity, discharged through thelaterde- 'scribed passages by the VVpump 18.

' in the sideof the valve.

with the top and bottom of the piston cylinder 5 I, and .contains an elongated cylindric bore 'H within which the master valve 59 operates. This valve :carries -at its upper end a plunger or piston 12 operating within chamber 63, the bottom of the chamber below the piston being vented through line 13 to the reservoir 51.

The master valve 58 is provided intermediate its ends with an annular groove 14 adapted to register with passage 69 and port 15, communicating with line 58, when the valve is in its lower position of Fig. 2. Passage 'I0 is in communi- 'cation with a port 16 through the valve-contained passage 'I1 and a longitudinally extending slot 18 As shown in Fig. l, in the upper position of the valve, passage 69 is in communication with port 16 by way of the valve passage 11 land opening 18.

In describing the operation of the lever-actuating piston and valve mechanism, it may be assumed that the piston 58 has reached the limit vo'f"'1'ts down-'stroke and thatthe master valve 59 is i'n its raised position, all as shown Ain Fig. 1. The operating iluid pressure is communicated fror'n`tlie`pump I6 through line 58, passage 88,the master valve cylinder and passage 10 into the vpiston cylinder 3l, to move the piston on its up stroke. At'this time the cylinder 5I above the :piston is vented to the discharge line 13 through 4passage 69, the valve 1passages 11 andrlS, port 16 Aand line 8l. Chamber 63 above the master valve ltakes suction through line '55 from the oil fsr'- Voir l51 and discharges'the' fluid at highpfssure, `say from 2,000 to 3,000`pound`s persduare inch, through line 58 tothe piston, cylinderlunder .control of the valve mechanism. The latter com'- prises a piston-operatedlpilot Yvalve 458 and 'a master valve 59 operated by Vfluid pressure in `accordance with movements of the pilot valve. The pilot valve comprises a cylindric rodcariedby the 'piston' 55 'and vop'eratir'ig ,within a ybore ,68,i'n the head `6|, or the piston cylinder.' The flipper end of Vbore, G communicates "by'waybf, ttrasse;Se 62 with a cylindric chamber53 in bloekflil above the master valve body"`65.' Within vthelimitation of reciprocation of the piston 5,`portsf6'6 arid-61 are alternately placed in the''c'orrlrnujnicati4 passage 62 .and chambery 63 by pss'agef A pilot 'valve being brought 'intofrlgistrhon with ports 66 and 61,'laswil1`appearl The"m sterft'ali'e bod'y`65 vconne'ctsby way of 'passages' and 18 also is vented to the discharge/line 13 through passage 52, bore60, the Valve 4passage 5B, port 51 Vand line 82. The master Avalve is maintained in its `upper p'osi'tionby the operating iiuid press'uefapplied to its lower end through the port 80. v'Th 'side'of the master valve adjacent port -8'l`l is 'recessed as at 83 in order that the pump pressure `wil1 at all times be maintained against thelower end of the valve. Y

'As the piston 58 vmoves upwardthe pilot valve 6I '.rst'closses port `61 and then, within` the interval fof 'continued valve*movement until Vthe lower'lnd/of 'p'rssa'ge '68 lcomesopposte port $6, thapilotvalve displaces huid from Vthe Valve bore 6l) "through v'lzla'srsage 52 'l into the master Avalve chamber'8'3. Such fluiddisplacement'causes some downward movement of the master valve, but the diamet'rerhof the Hpilot valve bore '68 is made sufoientlysnall with relation 'tothe diameter of chamber'that duringV the interval within which tljlepil'ot'valv passage ESfmoves out ofl'egistra- ,non witnpjirtlci in't' register with 'pgrt 56, me

Ais'place'ment into chamberiwwill be insiilcient to movewthe in 'aster valve' to the extent of 'oiusirlg the upper'end of itswpassage 11 to move directly out of communication with; passage 69. Therefore, during upward travel ofthe pisti'jn'` 58, the chamber Vabovefthel piston will'remain vented tothe discharge line until, thelimit .ofy vthe y -piston stroke is reached, jat whichpoint the Amaster valve is thrown toits lower position mns-i3- Y 'Uiionupward movement of Lthed pilot valve to the point of bringing passage4 63 into communication withport F 615, the h'i'ghpressure Yoperating fluid is discharged 4frcnim line"58 hrough passages 58 Va1`1df6f2- finto chamber 53, causing the master valvtobenovd to its -lower position by 4virtue Y of tle'diieential in total pressures applied to 'the plston 12.*'ar`1lrdvthe lower -end of the valve. Displacement of 'uidffrom'bore TI below the valve resulting from its downward movement, ispermittedby reason ofthe open communication betweenthe valve bore and port v8l) through Ipassage 83. When the master valve has moved down to the point of bringing recess 14 into registration with passage 69 and port 15, and the lower end of passage 'Il with passage 10, the application of uid pressure to the piston y50 is reversed, the high pressure from line 58 being communicated through port l5 and passage 69 to the cylinder 5| above the piston, and the chamber below the piston being vented to the discharge line 'I3 through passages 10, 18, port 'I6 and line 8|. As during upward movement of the pilot valve, the displacement of fluid from chamber 63 into bore 60 during the interval of downward travel of the valve passage 68 between ports 66 and 61, is insulcient to cause upward movement of the master valve to the extent of Aclosing passages 69 and T0, and port 15.

The lever fulcrum 39 and piston 44 are actuated by fluid pressure developed by the pumpV I6 and communicated to the cylinder 46 through lines 85 and 85a containing a three-way valve 86 suitably operated, as by handle 8'l, and havingv a return line connection 88 with the reservoir 51. In one position, the valve 86 permits delivery of fluid to the cylinder 46 to advance the fulcrum 39 to the desired position relative to the lever 29. When the fulcrum is to be retracted under the influence of springs 48, valve 86 is thrown to place line 85a in communication with line 88, thus permitting fluid to be displaced from the cylinder into the reservoir.

The carriage and the entire mechanism supported thereby, is caused to follow the wheel and slide forwardly on the rail by virtue of the connection i3 between the wheel and the carriage. Typically, the connection I3 may comprise a pair of leaf-type springs 89 and 98 mounted at their lower ends on trunnions 9| projecting from 4the sides 2| of the carriage. Referring to Fig. 3, the springs are interconnected by a clamp bar 92 which carries a roller 93 engaging and riding the inner surface 94 of the wheel flange, and a second roller 95 bearing against the outer surface of the wheel flange 96 to laterally support and stabilize the follower attachment. The rollers are carried on spindles 91 and 98 which are received in sockets 99 and |00 and interchangeable therein to accommodate the follower attachment to a wheel on either rail. The spring tension exerted against roller 93 to maintain it in engagement with the wheel surface 94 is adjusted by a forked lever IUI pivotally mounted at |62 on the sides of the cylinder 5| and carrying a spring-pressed pawl |83 engaging a ratchet |84 supported on the block 64. The upper ends of the springs 89 and 98 are connected to the lever by pivoted links |85.

The car mover may be made conveniently portable by mounting it on a suitable arrangement of ground wheels which may be elevated to enable the carriage to be set down on the rail. Accordingly, the carriage may be supported on a pair of wheels |86, see Fig. l (shown for convenience of illustration in their lower positions), mounted at opposite sides of the carriage on a pair of arms |01 journaled to the shaft |88. To set the carriage on the rail, wheels |86 may be swung upward to elevated position about shaft |88 by downward movement of the handle |69. The wheels then may be held in elevated position by suitably latching the handle |09 to an arcuate guide or bracket ||ll mounted at the side of the reservoir l and motor support In operation, the car mover is attached to the Wheel in the relationship shown in Fig, 1. Here the fulcrum 39 is in its most forward-position, giving the greatest mechanical advantage in the transmittal to the wheel of the downward force of the piston 50. As the car is started in motion and the required magnitude of the driving force consequently decreases, valve 86 may be operated to cause retraction of the fulcrum 39, progressively or intermittently to whatever positions desired, with the result that the throw or oscillatory range of the wheel-engaging shoe 34 is correspondingly increased. Since the frequency of the lever oscillation remains constant, the effect of the fulcrum displacement is to cause the wheel to be driven at a faster speed, which may be increased up to the limit ofV retractive movement of the fulcrum.

I claim:

1. In a rail car moving mechanism, a carriage adapted to be supported on the rail, means forming a fulcrum movable on said carriage longitudinally of the rail, a driving member applicable to the car wheel to rotate same and mounted for oscillation on said fulcrum, and means for shifting said fulcrum relative to the driving member to vary the range of oscillatory thrust of said member against the wheel.

2. In a rail car moving mechanism, a` carriage adapted to be supported on the rail, a vertically oscillatory lever applicable to the car wheel to rotate same and mounted on said carriage, a fulcrum slidable on said carriage longitudinally thereof beneath said lever, and means for shifting said fulcrum relative to said lever to vary the range of oscillatory thrust of the lever against the wheel.

3. In a rail car moving mechanism, a movable fulcrum, a driving member applicable to the car wheel to rotate same and mounted for oscillation on said fulcrum, yielding means resisting movement of said fulcrum, and means for shifting said fulcrum relative to the driving member against the resistance of said yielding means to vary the range of oscillatory thrust of said member against the wheel.

4. In a rail car moving mechanism, means forming a fulcrum, a driving member applicable to the car wheel to rotate same and mounted for` oscillation on said fulcrum, and fluid pressure actuated means for shifting said fulcrum relative to the driving member to vary the range of oscillatory thrust of said member against the Wheel.

5. In a rail car moving mechanism, a movable fulcrum, a driving member applicable to the car wheel to rotate same and mounted for oscillation on said fulcrum, yielding means resisting movement of said fulcrum, and fluid pressure actuated means for shifting said fulcrum relative to the driving member against the resistance of said yielding means to Vary the range of oscillatory thrust of said member against the wheel.

6. In a rail car moving mechanism, a carriage adapted to be supported on the rail, a vertically oscillatory lever applicable to the car wheel to rotate same and mounted on said carriage, a fulcrum slidable on said carriage longitudinally thereof beneath said lever., a piston mounted on said carriage and operable to shift said fulcrum relative to the lever, and fluid pressure control means for actuating the piston.

7. In a rail car moving mechanism, a carriage adapted to be supported on the rail, means forming a fulcrum movable on said carriage longitudinally of the rail, a lever mounted for oscilla- 7; Y tion on said l fulcrum and 7 applicable? to the-lcar'I Whelft rotate`isaire,*a-piston-and cylinder ,o rij the carriage below the lever and'operabl'eltosh'i'ift Y said fulcrum' relative' to the lever, and means:forY

supplyingpressurev fluidtosaid pistonuand cylin= 5'" der'.

8. In a rail car-'moving mechanism, a channelshaped carriage? adaptedtoi be supportedonjtlfivef rail', af fulcrum" movable longitudin'allyL of the# base of the carriage, a wheel-engaging leverpiva 10 otally mounted on the channel 'sidesbf fthe'oar'- riage for oscillatory movement-on said fulcrum, and-fluidi pressure actuated means -for-shifti"nfgj said fulcrurnrelative to-the lever longitudinally" of said carriage.-

9. In a rail car moving mechanism, an oscilla-v tory driving member applicable to'thca-r/Wl'ieel to rotate same, means 'actuated by the'pr'ssure of'a iluid forfo'p'erating' said member', and means to Vary betw'e'endlerent Dredetermiried`=limits` the range' of oscillatory movemen'tfand V`tlrust "of saidmen'iber against the Wheel. Y

10. In-arail'car moving mecl'ianisn'l, means-'- forming a fulcr'umfadrivingimember applicablev to the car' Wheel to rotate sameland -mou'nted'iorj oscillation on said ful-crum,- aipump, mea'risiac` tuated by uid pressure developed bythe pump for operating 'said member and meansactuatedf by'said-uid pressure for shifting said fulcrum" 301':mlfofwtsptf relative to thedrving memberto vary the range'f of 'oscillatory thrust of said member against the' Wheel.-

1l.'In a rail `car moving meclnanism,v meansV-A forming a 'vfulcrumf a driving-member applicabile to the car Wheel to rotate same and mountedf'for oscillation'on 'said fulcrum, apump,A alr'eservoir from Whiclrifuidvis taken tothe pump, means actuated -byfluid pressure developed by the pumprfor operating said lmem-ber, means. actuated byE 4o said iluid pressure for shiftingfsad ffulcumfrela? tive to the driving member, and valve controlled-- means for discharging iluid--froi'n said-fulciumshifting` means to the reservoiin adapte''to*bdsuppbrtedbn the rail, means form-'- ingra fulcrun movableon `said `carriage longitudirfallyoffthe"railj a le'ver mounted 'for oscillation oisai'd"fulr11"and applicable to the' car Wheel to*' ttesalej ai'piston and cylinder on the car- L `ge" feloivtles lever andop'erable to shift said fulcrmrelativeito the lever, a pump a'reservbir fA per vtinsaid lever, and valve controlled siorselectively'pommunicating said iiuid eve linder` to `said reservoir.

onnfect 'gsa'id member' with theY sides 'of clia'nr'iel, means for actuating said control means mounted-on the car'- ofltlvvlieeliengagingportionvof said-member.'

1rav V`OL-`D C.' PIERC'.

EEFERENCESCITED- UNITED STATFS' PATENTS eosa'id'cylinderand for'discharging fluid' ralrlfecar` mbvin'g mechanism comprising af-channel-slia'pd carriage movable on" and 4along the rail, an oscillatoryvdrivingmember 'mounted' ria-an operable to'fva'r'ytlie` oscillatory travel' 

